Air India is a very unsafe company with awful working practices and some people in charge who have a terrible attitude... I know I was on contract there....
However, in the Air India Express 737 SOP they make it very clear they want pilots to do a go-around... just like any western airline - however the culture on the ground is very different from what is written.
Here are a few quotes from the AIX 737 SOP manual. (If someone knows how to put a few pages out of a PDF on here let me know)
India really should of been downgraded, the DGCA is a total joke... just one look at their offices should be reason enough to downgrade them!#
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At 1000’ AFE, callout: “Stabilised, No Flags”
If not stabilized, callout by “Unstabilized - Go Around”
If Required visual reference is confirmed,
“VISUAL, LANDING”
or
any reason to abandon the approach,
“Go Around – Flaps 15”
A/C must be in Landing configuration & stabilized by 1000 ft AFE in IMC/NIGHT and 500 ft AFE in DAY VMC.
(if NOT Go Around must be carried out)
At 1000’ AFE, callout: “Stabilised, No Flags”
If not stabilized, callout by any crew member “Unstabilized - Go Around”
•
If suitable visual reference is not established by MDA+50’/Missed approach
point, follow go around procedures.
A/C must be in Landing configuration & stabilized by 1000 ft AFE in IMC/NIGHT and 500 ft AFE in DAY VMC.
(if NOT Go Around must be carried out)
At 1000’ AFE, callout: “Stabilised, No Flags”
If not stabilized, callout by any crew member “Unstabilized - Go Around”
All approaches should be stabilized by 1,000 feet AFE in IMC/NIGHT
and by 500 feet AFE in DAY VMC.
Do not attempt to land from an unstable approach.
An approach that becomes unstabilized below 1,000 feet AFE in
IMC/NIGHT or below 500 feet AFE in DAY VMC requires an immediate
go-around.
ELEMENTS OF A STABILIZED APPROACH:
An approach is considered stabilized when all of the following criteria
are met:
•
The airplane is on the correct flight path.
•
Only small changes in heading and pitch are required to maintain
the correct flight path.
•
The airplane speed is not more than VREF + 20 knots indicated
airspeed and not less than VREF.
•
The airplane is in the correct landing configuration.
•
Sink rate is no greater than 1,000 fpm; if an approach requires a
sink rate greater than 1,000 fpm, a special briefing should be
conducted
•
Thrust setting is appropriate for the airplane configuration.
•
All briefings and checklists have been conducted.
•
ILS approaches should be flown within one dot of the glideslope
and localizer, or within the expanded localizer scale.
•
During a circling approach, wings should be level on final when the
airplane reaches 300 feet AFE.
•
Unique approach procedures or abnormal conditions requiring a
deviation from the above elements of a stabilized approach require
a special briefing.
These conditions should be maintained throughout the rest of the
approach for it to be considered a stabilized approach. If the above
criteria cannot be established and maintained at and below 500 feet
AFE, initiate a go-around.
At 100 feet HAT for all visual approaches, the airplane should be
positioned so the flight deck is within, and tracking to remain within,
the lateral confines of the extended runway edges.
As the airplane crosses the runway threshold it should be:
•
Stabilized on target airspeed to within + 10 knots until arresting
descent rate at flare
•
On a stabilized flight path using normal maneuvering
•
Positioned to make a normal landing in the touchdown zone (the
first 3,000 feet or first third of the runway, whichever is less).
Initiate a go-around if the above criteria cannot be maintained.